Systems for railroad switch position detection

ABSTRACT

The present disclosure includes a portable rail safety system configured to determine a position of a rail switch. The rail safety system may include a rail switch detector, one or more rail switch beacons, a work block marker, a personal alert device, a collision avoidance system or combination thereof. In some aspects rail switch detector includes a first detector configured to be positioned between switch rails of a rail track and having a body, a first sensor coupled to the body and configured to detect a first switch rail tip of the switch rails, and a controller configured to calculate a first distance between the first sensor and the first switch rail tip and based on the first distance, determine a position of the switch rails between a first position and a second position.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority to U.S. ProvisionalPatent Application Ser. No. 62/864,820, filed Jun. 21, 2019, herebyincorporated by reference in its entirety.

FIELD OF INVENTION

The present invention relates generally to a rail road safety system,and more specifically, to a portable rail detector for determining theposition of a railroad switch.

BACKGROUND

Railroad systems often have diverging railroad tracks so that railvehicle can change directions or pass another railroad vehicle travelingin the same direction. Rail switches connect the diverging tracks byusing a series of switch rails to guide the rail vehicle onto thedesired track. Damage to the rail switches can cause trains to bemisdirected onto the wrong track or at worst, can be derailedcompletely. The most common ways in which railroad switches occur whenrail vehicles travel over the rail switch at excessive speeds or whenrail vehicles drive through the switch backward, while the switch is inthe wrong position.

Damage to the rail switch requires the section of railroad containingthe damaged switch to be shut down. Typically, each diverging railroadtrack is shut down and is not re-opened until repairs are complete. Assuch, damaged rail switches lead to massive delays in transportationtime and increased cost of operation. Further, repair of the rail switchmay lead to increased safety risks to rail workers and rail vehicleswhich may cause further delays in re-opening the railroad tracks.

SUMMARY

The present disclosure relates to a rail safety system for use duringrailroad maintenance to prevent damage to rail switches and reducesafety risks inherent to repair of damaged rail switches. For example,rail safety system may be configured to determine a position of a railswitch and alert rail personnel or rail vehicles of the position of therail switch. In some configurations, the system includes a switchposition detector including a sensor configured to detect a position ofthe switch rails and one or more switch position beacons incommunication with the switch position detector, each switch positionbeacon comprising a light source configured to emit visible light. Insome configurations, system includes a control system (e.g., controller)configured to determine a position of the switch rails and based on theposition of the switch rails, transmit a first signal to the one or moreswitch position beacons. In this way, operators of rail vehicles andmaintenance personnel may be alerted of the position of the rail switchwithout being in visual range of the rail switch.

In some configurations, switch position detector is configured to detecta change of the position of the switch rails between the first positionand the second position and based on the change of the position of theswitch rails, transmit a signal to the one or more switch positionbeacons. For example, switch position detector may include a firstsensor configured to detect a first switch rail tip of the switch railsand a second sensor configured to detect a second switch rail tip of theswitch rails. In some configurations, the control system is configuredto calculate a first distance between the first sensor and the firstswitch rail tip, calculate a second distance between the second sensorand the second switch rail tip, and based on the first distance or thesecond distance increasing or decreasing by a predetermined amount,transmit the second signal to the one or more switch position beacons.Some of the foregoing systems include a personal alert device (“PAD”) incommunication with the switch position detector, the PAD including analarm and configured to be carried by a rail worker and a collisionavoidance system (“CAS”) coupled to a rail vehicle and in communicationwith the switch position detector.

In some configurations, the one or more switch position beaconscomprises a first beacon removably coupled to a first line of the railtrack and a second beacon removably coupled to a second line of the railtrack. Switch position detector is configured to select the first lineas a passable track, transmit a passable signal to the first beacon, andtransmit a non-passable signal to the second beacon. In someconfigurations, switch beacons may send one or more signals to thedetector or rail vehicles. For example, the second beacon is configuredto detect a rail vehicle travelling along the second line and, based onreceiving the non-passable signal, transmit a warning signal to the railvehicle. In this way, a rail vehicle operator travelling backwardsthrough rail switch may be aware that the rail switch is in the wrongposition and risk of damage to the rail switch is increased.

Some of the present systems include a portable railroad switch positiondetector having a first detector configured to be positioned betweenswitch rails of a rail track, the first detector including a body havinga first end and a second end and a first sensor coupled to the first endof the body and configured to detect a first switch rail tip of theswitch rails. First detection may include a controller configured tocalculate a first distance between the first sensor and the first switchrail tip, determine a position of the switch rails between a firstposition and a second position, based on the first distance, andtransmit a first signal to the one or more beacons, based on the firstdistance. In some configurations, a height of the first detector is lessthan or equal to 10 centimeters.

In some of the foregoing configurations, first detector includes asecond sensor configured to detect a second switch rail tip of theswitch rails. In some such configurations, the controller is configuredto calculate a second distance between the second sensor and the secondswitch rail tip and based on the first distance or the second distanceincreasing or decreasing by a predetermined amount, transmit the secondsignal to the one or more beacons. First detector may include a sensorhousing coupled to the first end, the sensor housing including a bracketdefining a plurality of openings and a sensor frame coupled to thebracket and defining a first opening. The sensor frame is rotatablerelative to the bracket such that the first opening of the sensor frameis configured to align with at least three openings of the plurality ofopenings of the bracket. Additionally, or alternatively, switch positiondetector includes a second detector coupled to an inner surface of afirst rail of the rail track. Second detector may be configured to emita second detection field that is angularly disposed to the inner surfaceof the first rail by a first angle. In some configurations, controlleris configured to, based on the first switch rail tip being within thesecond detection field, transmit a third signal to the first detectorand based on the first switch rail tip being outside of the seconddetection field, transmit a third signal to the first detector.

Some configurations of the system may be operated by detecting, via adetector positioned between a rail track, a position of switch rails,transmitting a first signal to a first beacon positioned on a first lineof the rail track, transmitting a second signal to a second beaconpositioned on a second line of the rail track, detecting, via thedetector, a change in the position of the switch rails, transmitting aswitch signal to the first and second beacons, or combination thereof.Some methods of operating the system include setting a track set switchof the first beacon to a first position, setting a track set switch ofthe second beacon to a second position, and setting the first line orthe second line as a passable track for a rail vehicle. Additionally, oralternatively, some methods may include removing the detector, the firstbeacon, and the second beacon from the rail track.

The term “coupled” is defined as connected, although not necessarilydirectly, and not necessarily mechanically; two items that are “coupled”may be unitary with each other. The terms “a” and “an” are defined asone or more unless this disclosure explicitly requires otherwise. Theterm “substantially” is defined as largely but not necessarily whollywhat is specified (and includes what is specified; e.g., substantially90 degrees includes 90 degrees and substantially parallel includesparallel), as understood by a person of ordinary skill in the art. Inany disclosed configuration, the term “substantially” may be substitutedwith “within [a percentage] of” what is specified, where the percentageincludes 0.1, 1, 5, and 10 percent.

Further, an apparatus or system that is configured in a certain way isconfigured in at least that way, but it can also be configured in otherways than those specifically described.

The terms “comprise” (and any form of comprise, such as “comprises” and“comprising”), “have” (and any form of have, such as “has” and“having”), and “include” (and any form of include, such as “includes”and “including”) are open-ended linking verbs. As a result, an apparatusthat “comprises,” “has,” or “includes” one or more elements possessesthose one or more elements, but is not limited to possessing only thoseelements. Likewise, a method that “comprises,” “has,” or “includes” oneor more steps possesses those one or more steps, but is not limited topossessing only those one or more steps.

Any configuration of any of the apparatuses, systems, and methods canconsist of or consist essentially of—rather thancomprise/include/have—any of the described steps, elements, and/orfeatures. Thus, in any of the claims, the term “consisting of” or“consisting essentially of” can be substituted for any of the open-endedlinking verbs recited above, in order to change the scope of a givenclaim from what it would otherwise be using the open-ended linking verb.

The feature or features of one configuration may be applied to otherconfigurations, even though not described or illustrated, unlessexpressly prohibited by this disclosure or the nature of theconfigurations.

Some details associated with the configurations described above andothers are described below.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings illustrate by way of example and not limitation.For the sake of brevity and clarity, every feature of a given structureis not always labeled in every figure in which that structure appears.Identical reference numbers do not necessarily indicate an identicalstructure. Rather, the same reference number may be used to indicate asimilar feature or a feature with similar functionality, as maynon-identical reference numbers. The figures are drawn to scale (unlessotherwise noted), meaning the sizes of the depicted elements areaccurate relative to each other for at least the configuration depictedin the figures.

FIG. 1 is an example of a configuration of the present railroad safetysystem.

FIGS. 2A and 2B are top views of an example of a configuration of therailroad safety system operating while a rail switch is in a firstposition and a second position, respectively.

FIGS. 2C and 2D are top views of an example of another configuration ofthe railroad safety system operating while a rail switch is in a firstposition and a second position, respectively.

FIG. 3A is a side view of an example of a detector of the railroadsafety system.

FIG. 3B is a top view of the detector of FIG. 3A.

FIGS. 3C and 3D are front and back perspective views, respectively ofthe detector of FIG. 3A.

FIG. 3E is a partially transparent top view of a sensor housing of thedetector of FIG. 3A.

FIGS. 4A and 4B are perspective views of an example of another detectorof the railroad safety system operating while a rail switch is in afirst position.

FIGS. 4C and 4D are perspective views of the detector of FIG. 4Aoperating while a rail switch is in a second position.

FIG. 4E is a perspective views of the detector of FIG. 4A operatingwhile a rail switch is in a third position.

FIG. 5 is an example of a mounting bracket of the present railroadsafety system.

FIG. 6 is a perspective view of an example of a beacon of the railroadsafety system.

FIGS. 7A and 7B are perspective views of an example of a configurationof the railroad safety system operating in a normal orientation.

FIGS. 8A and 8B are perspective views of an example of a configurationof the railroad safety system operating in a reverse orientation.

DETAILED DESCRIPTION

Referring now to the drawings, and more particularly to FIG. 1, showntherein and designated by the reference numeral 10 is one configurationof the present railroad safety systems. System 10 is configured toprotect workers operating near a rail track 14 that includes a railswitch 16 (e.g., turnout) having a plurality of moveable switch rails orswitch blades (e.g., 18 shown in FIG. 2) configured to direct a railvehicle 20 between different line of rail track 14. Rail vehicle 20 mayinclude various railroad equipment including trains, repair machines,and hi-rail vehicles.

In the depicted configurations, system 10 includes one or more portablecomponents configured to be disposed near rail switch 16 to determine aposition of the rail switch. For example, system 10 includes a switchposition detector 22 (“detector 22”) and one or more switch positionbeacons 26 (“beacons”) configured to determine and alert workers of theposition of a rail switch 16. Detector 22 and beacons 26 may be suitablefor use alone or included with other components of system 10. Forexample, system 10 may include a work block marker 30, a personal alertdevice 34 (“PAD”), and/or a collision avoidance system (“CAS”) 38. Insome configurations, each component of system 10 may include or becoupled to a control system 42. Control system 42 is configured toenable communication (e.g., via radio, cellular, Bluetooth, Blue toothLow Energy (BLE), WiFi, Zigbee, WiMax, or other communication means)with one or more other components of the system. In some configurations,each component of system 10 is paired with one another to limitinterference from signals outside of the system.

Switch position detector 22 includes one or more sensors 50 configuredto determine a position of the rail switch 16. Detector 22 can include asingle sensor (e.g., 50) or multiple sensors (e.g., 50) that detect aposition of at least one of the switch rails 18. In some configurations,sensor 50 may include, for example, a potentiometer (e.g., stringpotentiometer), proximity sensor (e.g., shielded inductive proximitysensor, capacitive, ultrasonic, infrared, photoelectric, magnetic, orthe like), optical sensor (e.g., LiDAR, laser, infrared, or the like),hall effect sensor, pressure sensor, accelerometer, gyroscope, orcombination thereof.

As shown, detector 22 is portable and may be positioned adjacent to railswitch 16 so that sensors 50 may detect positioning of the railroadswitch. In some configurations, switch position detector 22 may beremovably coupled to rail switch 16 or rail tracks 14 (e.g., via amagnet or other coupling), while in other configurations the switchposition detector is positioned to the side of one of the rails of therailroad track or between the rails of the railroad track. Detector 22may transmit position data obtained from sensor 50 to beacons 26 (orother components of system 10) positioned further along rail tracks 14to indicate the position of rail switch 16.

Beacons 26 are portable and may be removably coupled to or positionedadjacent to rail tracks 14. Switch position beacon 26 includes a lightsource 54 (e.g., light) configured to signal the position of therailroad switch. To illustrate, beacons 26 may receive the position datafrom sensor 50 or detector 22 and illuminate light source 54 to indicatea position of rail switch 16. In this way and others, rail workers orrail vehicles may be notified of the position of rail switch 16 evenwhen they cannot visibly see the rail switch. In some configurations,beacons 26 may include a single light source 54 or a plurality of lightsources (e.g., 54) disposed on surfaces (e.g., top surface) of thebeacons. Light source 54 is configured to emit visible light at aplurality of frequencies (e.g., red, yellow, blue, orange, indigo,violet, or combinations thereof) to indicate the position of rail switch16. Beacons 26 may be places upstream or downstream of rail switch 16 bya distance to notify rail vehicles 20 or personnel who may be out ofvisual range of the rail switch of the position of the rail switch. Forexample, beacons 26 may be placed 2, 5, 10, 15, 20, 25, 30, 40, 45, 50,60, 75, 100, 125, 150, 175, or 200 meters from rail switch 16.

As shown, system 10 includes two beacons 26 positioned along rail tracks14 at a location away from rail switch 16. In the depictedconfigurations, a first beacon is coupled to a first path (e.g., mainline) of rail tracks 14 and a second beacon is coupled to a second path(e.g., branch line) of the rail tracks, however a single beacon or morethan two beacons may be positioned in any suitable manner to signify aposition of rail switch 16 to workers. In some configurations, beacons26 may be able to detect rail vehicle 20, as described herein. Forexample, the first beacon (e.g., 26) may be able to detect a railvehicle (e.g., 20) traveling on the first line and second beacon (e.g.,26) may be able to detect a rail vehicle (e.g., 20) traveling on thesecond line. Beacons 26 may transmit one or more signals to detector 22or rail vehicle 20 to indicate a position of rail switch 16. As such, arail vehicle (e.g., 20) traveling backwards through rail switch 16 maybe warned if the rail switch 16 is in the wrong position. In this way,rail vehicle 20 may stop or slow down to allow for rail switch to bemoved to the appropriate position, preventing one of the most commonways in which railroad switches are damaged.

System 10 may include one or more work block markers 30 (“markers”)configured to alert workers of an approaching rail vehicle 20. Forexample, work block markers 30 may include one or more alarms 58configured to provide a warning to workers near the work site containingthe work block marker. Alarms 58 may be a visual alarm and/or anauditory alarm. Markers 30 are configured to be in communication withrail vehicles 20 (e.g., via CAS 38) and may be programmed to actuatealarm 58 based on a rail vehicle being within a certain distance fromthe markers, beacons 26, detector 22, rail switch 16 or other object. Insome configurations, marker 30 alerts personnel based on a speed of arail vehicle 20 exceeding a predetermined threshold. For example, workblock marker 30 can be configured to actuate alarm 58 when a railvehicle 20 exceeds about 5 miles per hour (mph) within a work zone setup around a damaged rail switch 16. Additionally, or alternatively,markers 30 can actuate alarm 58 based on a rail vehicle 20 exceeding 10,15, 20, 25, 30, 35, or 45 mph in the work zone. In this way and others,a rail vehicle (e.g., 20) travelling at an excessive speed may bealerted before traveling over rail switch 16.

In some configurations, system 10 may include one or more personal alertdevices 34 (“PADs”) configured to worn or carried by a worker. Each PAD34 includes or is coupled to control system 42 to receive or transmitdata from one or more other components of system 10. For example, PADs34 are configured to receive data on an approaching rail vehicle 20(e.g., position data from the rail vehicle indicating the distancebetween the vehicle and the PAD), receive data from a railroad flagger,a train detector module, or other component within or outside of system10. In such configurations, PADs 34 may alert personnel of theapproaching railroad vehicle based on the received data. As shown, PADs34 may include an alarm 58, such as visual and/or auditory alarms. Insome configurations, PADs include a display configured to datacommunication, visual alerts and the like. For example, PADs 34 may beconfigured to actuate alarms 58 (e.g., flash) lights, vibrate, orinitiate an acknowledgement interface on display, where the worker mustinteract with the acknowledgement interface to switch off any type ofactivated alarms. In some configurations, such visual and/or auditoryalarms (e.g., 58) may be separate from, or integrated with, the display.PAD may communicate with system 10 via a radio (e.g., 900 MHz radio, 886MHz radio, 2.4 GHz chirping radio, or other suitable frequency),internet, local network, cellular, blue tooth, Wi-Fi, radio, or othercommunication mediums.

In the configuration depicted in FIG. 1, system 10 includes a collisionavoidance system (“CAS”) 38 disposed within each rail vehicle 20. Insome configurations, CAS may include a display and/or an alarm unit(e.g., audible or visual alarms) to interact with an operator of railvehicle 20. Each CAS includes or is coupled to control system 42 toreceive or transmit data from one or more other components of system 10.For example, CAS 38 is configured to perform a ranging function to alertto the CAS, work block markers 30, PADs 34 or other component of system10 to the position of a rail vehicle 20 relative to the other componentsof the system. For example, CAS 38 may continuously measure a distanceof rail vehicle 20 to other vehicles (e.g., 20), rail workers (e.g., viaPAD 34), markers 30, and/or detector 22 to provide a warning when thecomponents are within a certain proximity of the rail vehicle. In someconfigurations, the CAS may communicate information such as theposition, speed, elevation, and route of rail vehicle 20. In this wayand others, CAS 38 may alert personnel (e.g., activate alarms or alertsof one or more components) when rail vehicle 20 is approaching othervehicles, workers, and switch position detector 22. In an illustrativeexample, CAS 38 can receive a signal such as a radio message fromdetector 22 and provide an alarm to alert a vehicle operator that atemporary work zone is set up near rail switch 16. In someconfigurations, system 10 may transmit signals to PADs 34 and/or CAS 38within a certain distance of detector 22. For example, someconfigurations may transmit signals only to PADs 34 and CAS 38 within awork zone set by the system. Additionally, or alternatively, PADs 34 andCAS 38 closer to detector 22 and/or rail switch 16 may receive moreurgent signals than PADs and CAS further away from the detector and/orrail switch.

In some configurations, control system 42 may be included in or coupledto each component of system 10 while, in other configurations, thecontrol system may be included in or coupled to only some components ofthe system. Control system 42 may include a controller having aprocessor (e.g., a microcontroller/microprocessor, a central processingunit (CPU), a field-programmable gate array (FPGA) device, anapplication-specific integrated circuits (ASIC), another hardwaredevice, a firmware device, or any combination thereof) and a memory(e.g., a computer-readable storage device) configured to storeinstructions, one or more thresholds, and one or more data sets, or thelike. In some embodiments, control system may include one or moreinterface(s), one or more I/O device(s), a power source, one or moresensor(s), or combination thereof. In some implementations, controlleris configured to generate, send and/or receive control signals. Forexample, controller may include or be coupled to a transmitter, areceiver to generate and/or send control signals responsive to receivinga signal and/or one or more user inputs via the one or more interfacesand/or the one or more I/O devices, as described herein. In someconfigurations, the system for determining the position of a railroadswitch described herein may function autonomously based on softwareprogramming through a central processing unit, which does not require ahuman operator.

As depicted in FIG. 1, system 10 is implemented at a single rail switch(e.g., 16), however, the system can support multiple (e.g., between 2and 10, or greater than 10) railroad switches. In such configurations,system 10 can be paired to multiple switches (e.g., 16), allowing thesystem to support the switches Additionally, or alternatively, eachcomponent of system 10 can be unpaired with the rest of the system andtransported to another site to be paired with a different system forrailroad switch position detection. Such pairing of disclosed systems isreversible so that a system once paired with another may be unpaired andeven paired back together again.

Components of system 10 (e.g., detector 22, beacons 26, markers 30, orPADs 34) may be portable to enable the system to be transported from onesite to another without significant effort. In such configurations, asystem 10 may enable workers to set up a temporary safe work zonewithout relying on any permanent infrastructure to protect the workers.Further, system 10 may allow a section (e.g., first line) of rail track14 having a damaged rail switch 16 to be operational during repair ofthe rail switch as system 10 does not rely on any components of the railswitch to operate. As such, system 10 may decrease financial strain onrail companies and provide a safe working environment for rail personnelto repair a damaged rail switch 16.

Referring now to FIGS. 2A and 2B, an example of system 10 is shown inoperation with a rail switch 16. As shown, rail switch includes a switchmotor 62 configured to move switch rails 18 between a first position(shown in FIG. 2A) in which rail vehicle 20 is directed to a first line(e.g., through track) and a second position (shown in FIG. 2B) in whichrail vehicle 20 is directed to a second line (e.g., siding track).

As shown, detector 22 is positioned between a first switch rail tip 66and a second switch rail tip 68 of the switch rails 18 to monitor andtransmit the current position of rail switch 16 to beacons 26. Sensors50 (e.g., potentiometer, proximity sensor (e.g., shielded inductiveproximity sensor, capacitive, ultrasonic, infrared, photoelectric,magnetic, or the like), optical sensor (e.g., LiDAR, laser, infrared, orthe like), pressure sensor, hall effect sensor, or combination thereof)are coupled to detector 22 and oriented to detect the switch rails 18.To illustrate, sensors 50 are configured to emit a first detection field72 that detects first switch rail tip 66 and a second detection field 76that detects second switch rail tip 68. In some configurations, firstdetection field 72 is parallel to web of rail track 14. As switch rails18 move between first and second positions, distances between sensors 50and the switch rails 18 (e.g., measured by first and second detectionfields 72, 76) increases or decreases. Detector 22 is configured tomeasure the distances and/or detect a change in the distances and, inresponse, transmit a signal to beacons 26 (e.g., via control system 42).First and second detection fields 72, 76 may be emitted from a singlesensor (e.g., 50) or from two or more separate sensors (e.g., 50).

Detector 22 may be placed at equal distances between rail tracks 14. Insome configurations, detector 22 may be coupled to a rail tie 80 of railtracks 14 to stabilize the detector and prevent unwanted movement ofsensors 50. In such configurations, switch position detector 22 may becoupled to rail tie 80 in any suitable manner, such as, clamps, pins,ties, bolts, screws, adhesive, couplings, magnets, or the like. In otherconfigurations, detector 22 may be weighted to prevent unwanted movementof the detector during operation. For example, detector 22 may include aremovable or unitary weighted component (e.g., base plate, lid, belt,and/or the like), a ballast, a chamber configured to be filled withballast stones, or the like. Detector 22 includes a low-profile relativeto rail tracks 14 to enable rail vehicles 20 to pass over the detectorwithout contacting the detector.

Some configurations of system 10 may, but need not, include one or morerail tip detectors 84 (“auxiliary detector(s) 84”). To illustrate, inthe configurations depicted in FIGS. 2A and 2B, system 10 includes twoauxiliary detectors 84, however, other configurations the system mayhave only a single auxiliary detector or more than two auxiliarydetectors. Each auxiliary detector 84 includes one or more sensors 50configured to detect switch rails 18. In some configurations, auxiliarydetectors 84 are mounted on rail track 14 at a location (e.g., web)spaced from switch rail tips 66, 68. For example, as shown, a seconddetector (e.g., 84) is coupled to one rail of rail track 14 andpositioned such that a third detection field 92 is configured to detectfirst switch rail tip 66. Additionally, or alternatively, a thirddetector (e.g., 84) may be coupled to one other rail of rail track 14and positioned such that a fourth detection field 94 is configured todetect second switch rail tip 68. In some configurations, auxiliarydetectors 84 are angularly disposed relative to rail track 14 so that aswitch rail tip (e.g., 66, 68) is detected when the switch rails 18 arein one position (e.g., first position) and not detected in one otherposition (e.g., second position). Each auxiliary detector 84 mayinclude, or be coupled to, control system 42 and may communicate withone other auxiliary detector, switch position detector 22, and/orbeacons 26.

As shown in FIGS. 2C and 2D, detector 22 and/or sensors 50 may beconfigured to produce one or more additional detection fields orientedat rail tracks 14 beyond (e.g., upstream or downstream) of rail switch16. For example, a fifth detection field 96 and a sixth detection field98 emitted from an end of detector 22 to enable determination of alocation, and any subsequent movement of, the detector. Fifth and sixthdetection fields 96, 98 may be configured to facilitate automatic set-upof detector 22. To illustrate, the detection fields may be oriented atrail tracks 14 to enable detector 22 to determine a reference point anda direction the detector is facing. Detector 22 (e.g., via controlsystem 42) may use this information to subsequently determine which offirst and second detection field (72, 76) corresponds to first switchrail tip 66 and second switch rail tip 68, respectively. Auxiliarydetectors 84 are not depicted to improve clarity, but it should be knownthe auxiliary detectors may operate with fifth and sixth detectionfields 96, 98.

Detector 22 may store, detect, calculate or otherwise analyze inputs(e.g., data) from the switch position detector and auxiliary detector(s)(22, 84) and their respective sensors (e.g., 50). For example, switchposition detector 22 may calculate and store a distance between theswitch position detector and each of first and second switch rail tips66, 68 (e.g., via detection fields 72, 76). Based on the distances,switch position detector 22 may determine a position of rail switch 16.Detector 22 may also determine a change in the distance between theswitch position detector and first switch rail tip 66 or second switchrail tip 68. In some such configurations, detector 22 may transmit asignal to beacons 26 based on a change in the distance. Additionally, oralternatively, stored distances (or thresholds) between detector 22 andfirst and second switch rail tips 66, 68 may be compared with measured(e.g., actual) distances of the first and second detection fields 72,76, and based on the measured distances being different that the storeddistances (or outside the thresholds), the switch position detector maytransmit a warning signal to other components of system 10.

In some configurations, beacons 26 are configured to activate lightsource 54 in response to receiving the warning signal. For example,light source 54 of beacons 26 may change a frequency of visible lightemitted (e.g., flash red) and transmit a signal to PADs 34 and/or CAS 38within a predetermined range of the beacons. To illustrate, when railvehicle 20 includes CAS 38 and passes by beacon 26 that is flashing red,the beacon will transmit an alert to the CAS to warn the operator via anaudible and visual alert of the CAS. In some configurations, detector 22or other components of system 10 (e.g., via control system 42) maytransmit and receive signals from rail switch motor 62. For example,system 10 may transmit a switch position signal to motor 62 to cause theswitch rails 18 to move between the first position and the secondposition. To illustrate, system 10 may determine rail vehicle 20 istraveling backwards on a first line of rail tracks 14 towards railswitch 16 and, based on a determination that switch rails are in thewrong position, move switch rails 18 to a correct position.

Referring now to FIG. 3A-3E, various views of an example of switchposition detector 22 are shown. Detector 22 may have any suitabledimensions to be easily portable and disposed between rail tracks 14.For example, detector 22 includes a body 100 having a height 102measured between a bottom surface 106 and a top surface 108 (opposite ofbottom surface) of the detector along a straight line. In someconfigurations, body 100 may define a chamber for housing one or morecomponents, such as components of control system 42, and may compriseany suitable material such as a polymer, metal, or combination thereof.Height 102 can be greater than or substantially equal to any one of, orbetween any two of: 3.0, 3.5, 4.0, 4.5, 5.0, 5.5., 6.0, 6.5, 7.0, 7.5,8.0, 8.5, 9.0, 9.5, 10.0, 10.5, 11.0, 12.0, 13.0, 14.0, 15.0, or 18centimeters (cm) (e.g., approximately between 8.0 and 8.5 cm). In someconfigurations, height 102 is less than a height of rail track 14 sorail vehicle may freely pass over detector 22 while the detector isdisposed between the rail tracks. Detector 22 may include a length 112measured between a first end 116 and a second end 120 (opposite of firstend) of the detector along a straight line. Length 112 can be greaterthan or substantially equal to any one of, or between any two of: 10,15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, or 80 cm (e.g., betweenapproximately 40 and 45 cm).

As shown in FIG. 3A, detector 22 may include one or more heightadjustable features 114 configured to increase or decrease height 102.In some configurations, height adjustable features 114 may be movablycoupled to bottom surface and to adjust height 102 to align with switchrails 18. For example, height adjustable features 114 may includethreading, pneumatic cylinder, interlocking features (e.g., protrusionsand openings, nesting cylinders, clamps, combination thereof, or thelike), or other suitable adjustable means. In other configurations, eachheight adjustable feature 114 may a plurality of stackable layers thatcooperate to form the height adjustable feature. Layers may be added orremoved to adjust height 102. Yet other configurations, may includeother suitable means for adjusting height 102 such that detector 22 doesnot interfere with a rail vehicle (e.g., 20) and sensors 50 are alignedwith rail tracks 14 (e.g., switch rails 18). Height adjustable features114 may be coupled to bottom surface 106 at any suitable location (e.g.,first end 116, second end 120, one or more corners, center, or thelike). This allows for easy adjustment for various types of terrain andtracks at which detector 22 may be placed.

Detector 22 may include one or more input/output devices (“I/Odevices”). For example, in the depicted configurations, detector 22 mayinclude an operation switch 124 that is configured to be toggled betweena first position and a second position by an operator (as describedfurther herein with respect to FIGS. 7A-8B). Operation switch 124 isconfigured to determine a passable track between a first path (e.g.,main track) and a second path (e.g., siding track). In someconfigurations, detector 22 includes a power switch 128 configured toswitch the detector between an on and an off state. Operation switch 124and power switch 128 are configured to be set by an operator. Forexample, in the depicted configurations, switches (e.g., 124, 128) aredisposed on an exterior surface of detector 22 and may be toggled by aphysical act (e.g., turning, pushing, pressing, sliding, or the like) ofthe operator. For example, as shown, operation switch 124 and powerswitch 128 are actuated by keys. In other configurations, switches(e.g., 124, 128) may be toggled electronically via an electrical devicein communication with detector 22 such as, for example, a cell phone,laptop, PAD, computer, remote control, radio, or the like. In this wayand others, operation switch 124 and power switch 128 may enabledetector 22 to operate at different rail switches (e.g., 16) whileallowing an operator to easily set up the switch position detector.

In some configurations, switch position detector 22 includes a powerinterface 134 configured to indicate the detector in an on state. Forexample, power interface 134 may include one or more lights (e.g.,light-emitting diodes) configured to indicate detector 22 isoperational, a power level of the detector, or other operationalparameters of the detector. In some such configurations, power interface134 may include a switch configured to illuminate the one or morelights. Additionally, or alternatively, detector 22 may include a powerconnection 138 (e.g., charger port) configured to be coupled to anexternal power source. In some configurations, power connection 138 maybe male or female connection configured to couple a battery of detector22 to a power source to charge or recharge the detector. For example,power connection 138 may be coupled to the external power source suchas, for example, an external battery, solar cell, power grid, or thelike.

As shown in FIG. 3E, detector 22 includes a sensor housing 142 disposedat first end 116 of the detector. One or more sensors 50 are configuredto be coupled to, or disposed within sensor housing 142. In someconfigurations, sensor housing 142 includes a bracket 146 and a sensorframe 150 that is rotatably coupled to the bracket. In the depictedconfigurations, sensor housing 142 includes two sensor frames 150 eachcoupled to bracket 146 via a rotation pin 154. Each sensor frame 150 isconfigured to be coupled to one or more sensors 50 and is independentlyrotatable relative to one other sensor frame. In this way and others,sensors 50 may be oriented to detect one of first or second switch railtips 66, 68 (e.g., via detection fields 72, 76).

Bracket 146 may define a plurality of bracket openings 160 (e.g., 2, 3,4, 5, 6, 7, 8, 9, 10 or more openings) and each sensor frame 150includes one or more frame openings 162 (e.g., 1, 2, 3, 4, 5 or moreopenings). As sensor frame 150 rotates relative to bracket 146, frameopening 162 aligns with the at least one of plurality of bracketopenings 160. In some configurations (shown in FIGS. 3A-3D), a lockscrew 166 is disposed through frame opening 162 and one of bracketopenings 160 to prevent sensor frame 150 from rotating relative tobracket 146. Lock screw 166 may be coupled to detector 22 (e.g., viawire, string, or the like) to prevent an operator from misplacing thelock screw and, in some configurations, the lock screw may comprise ascrew, bolt, rod, tie, or other fastener that may be easily removed andreplaced through openings (e.g., 160, 162). In this way and others, anoperator may select a desired operating angle of sensor 50. In theconfiguration shown in FIG. 3E, sensor frames 150 define two frameopenings 162 and bracket 146 defines six bracket openings 160.

The openings are sized and positioned (e.g., in a semi-circular arc)such that one of frame openings 162 can be aligned with one of bracketopenings 160 to enable sensor 50 to be adjustable at 15 degreeincrements. To illustrate, a first frame opening 162 is shown alignedwith a first bracket opening 160 at a 0 degree orientation and a secondframe opening 162 is shown positioned between a third bracket opening(e.g., 160) and a fourth bracket opening (e.g., 160). The sensor frame150 may be rotated such that the first frame opening 162 is aligned witha second, third, or fourth bracket opening (e.g., 160) at 30, 60, or 90degree orientations, respectively. Additionally, sensor frame 150 may berotated such that the second frame opening 162 is aligned with a fourth,fifth, or sixth bracket opening 160 at 15, 45, or 75 degreeorientations, respectively. In other configurations, bracket openings160 and frame openings 162 may be positioned such that sensor 50 may beadjustable by 5, 10, 20, 25, or 30 degree increments.

Referring now to FIGS. 4A-4E, shown are illustrative configurations ofrail tip detector 84 (e.g., auxiliary detector) of system 10. Forexample, the depicted configurations show a single auxiliary detector 84coupled to one rail of rail tracks 14 and configured to detect firstswitch rail tip 66, however, it should be noted the auxiliary detector(e.g., 84) may be coupled to the other rail of the rail tracks anddetect second switch rail tip 68 in a similar manner. Each auxiliarydetector includes a sensor (e.g., 50) that may be the same, or differentfrom, the sensor(s) (e.g., 50) of other auxiliary detectors or switchposition detector 22. For example, sensor (e.g., 50) of auxiliarydetector 84, may include a potentiometer (e.g., string potentiometer),proximity sensor (e.g., shielded inductive proximity sensor, capacitive,ultrasonic, infrared, photoelectric, magnetic, or the like), opticalsensor (e.g., LiDAR, laser, infrared, or the like), hall effect sensor,pressure sensor, accelerometer, gyroscope, combination thereof, or thelike.

Each rail of rail track 14 has an inner surface 170 and an outer surface172 with switch rails 18 being interposed between the inner surfaces(e.g., 170) of the rail tracks. As shown, auxiliary detector 84 ismounted on inner surface 170 and is angularly disposed relative to theinner surface by an angle 176. Angle 176 may be selected such that firstswitch rail tip 66 is within third detection field 92 in the secondposition (shown in FIGS. 4A and 4B) in which rail vehicle 20 is directedto the second path (e.g., siding track) and the first switch rail tip isnot within the third detection field (shown in FIGS. 4C and 4D) in whichrail vehicle 20 is directed to the first path (e.g., through track).Angle 176 can be equal to any one of, or between any two of: 15, 20, 25,30, 35, 40, 45, 46, 50, 55, 60, 65, 70, or 75 degrees (e.g.,approximately 45 degrees, or between 30 degrees and 60 degrees). In thisway and others, auxiliary detector 84 is configured to detect theposition of rail switch 16.

In some configurations, auxiliary detectors 84 may operate in a binarymanner. For example, a second detector (e.g., 84) may transmit a firstsignal to switch position detector 22 based on detection of an object(e.g., first switch rail tip 66) within third detection field 92 ortransmit a second signal based on detection of no objects within thethird detection field. A third detector (e.g., 84) placed on an oppositerail (e.g., 14) may operate in a similar manner such that the thirddetector transmits the first signal based on detecting an object (e.g.,second switch rail tip 68) or transmits the second signal based on notdetecting an object. In this way, as switch rails 18 move from the firstposition to the second position, one auxiliary detector (e.g., 84) sendsthe first signal and one other auxiliary detector (e.g., 84) sends thesecond signal.

In some such configurations, if both auxiliary detectors 84 transmit thesame signal, switch rails 18 may be stuck between first and secondpositions (shown in FIG. 4E) corresponding to a position with anincreased risk of derailment of rail vehicle 20. For example, based onreceiving the first signal from both auxiliary detectors (e.g., 84), theswitch position detector 22 may transmit a warning signal to one or morecomponents of system 10 indicating the increased risk of derailment. Insome configurations, switch position detector 22 may compare inputs fromthe auxiliary detectors 84 with the inputs of its own sensors (e.g., 50)for additional accuracy. Although auxiliary detectors 84 as described asoperating alongside switch position detector 22, some configurations ofsystem 10 include auxiliary detectors that may operate without theswitch position detector.

In some configurations, positioning of auxiliary detector 84 may bedetermined based on the features of the switch rails (e.g., 18) at aspecific location. For example, angle 176 may be determined based on amaximum separation distance 180 between the rail (e.g., 14) and theswitch rail tip (e.g., 66). Separation distance 180 is measured frominner surface 170 to the switch rail tip (e.g., 66) along a straightline perpendicular to the inner surface. Additionally, auxiliarydetector 84 is spaced from a first end 184 of first switch rail tip 66by a detection distance 188. Detection distance 188 is measured fromfirst end 184 to auxiliary detector 84 along a straight line that isparallel to inner surface 170. Detection distance 188 may be equal toany one of, or between any two of: 5.0, 7.5, 10.0, 12.5, 15.0, 20.0,25.0, 30.0, 15.0, or 40.0 centimeters (cm) degrees (e.g., betweenapproximately 10 cm and approximately 60 30 cm). Additionally, oralternatively, angle 176 may be equal to any one of, or between any twoof: 15, 20, 25, 30, 35, 40, 45, 46, 50, 55, 60, 65, 70, or 75. Angle 176and detection distance 188 may be selected to detect switch rail tip(e.g., 66) without obstruction. To illustrate, various configurations ofauxiliary detector are described with respect to first switch rail tiphaving a maximum separation distance (e.g., 180) of approximately 10 cm.In some such configurations, detection distance 188 is approximately 10cm and angle 176 is between 30 and 60 degrees (e.g., 45 degrees). Inother configurations, detection distance 188 is approximately 20 cm andangle 176 is between 20 and 37 degrees (e.g., 28 degrees) and, in yetother configurations, the detection distance is approximately 30 cm andthe angle is between 17 and 25 degrees (e.g., 21 degrees). In this wayand others, auxiliary detectors 84 may be configured to detect a switchrail tip (e.g., 66) in only one of the first or the second positions.

Referring to FIG. 5 a mounting bracket 192 configured to temporarilysecure auxiliary detector 84 to rail track 14, while allowing removalthereafter for easy portability of the auxiliary detector. Mountingbracket 192 may include a base 196 and an arm 200 extending from thebase. Base 196 includes a length 204 measured between opposing ends ofthe base along a straight line and is angularly disposed relative to arm200 by an angle 208. In some configurations, angle 208 corresponds toangle 176 and length 204 corresponds to detection distance 188. In thisway, auxiliary detector 84 may be coupled to arm 200 without the needfor an operator to measure angle 176 and detection distance 188, rather,the operator can select a mounting bracket (e.g., 192) with theappropriate dimensions for the switch rails 18. In some configurations,arm 200 may include or define a receptacle 210 that is configured toreceive auxiliary detector 84, however, the auxiliary detector may becoupled to the arm in any other suitable manner.

As shown, mounting bracket 192 includes a magnet 212 that is coupled toa surface of base 196. Magnet 212 may enable mounting bracket 192 to beeasily coupled to a rail (e.g., 14) and easily removed after repairs arecomplete. In other configurations, mounting bracket 192 may be coupledto the rail (e.g., 14) in another suitable manner such as, for example,wire, adhesive (e.g., tape), welding, other fastener, or the like. Insome configurations, base 196 may be coupled to arm 200 via a hinge (notshown) so that angle 208 may be adjusted. In such configurations, base196 and/or arm 200 may include a locking mechanism such that an operatorcan adjust angle 208 and lock it into place one the desired angle isreached. Additionally, or alternatively, base 196 may be extendable suchthat length 204 may be adjusted to reach a desired length (e.g., 188).For example, base 196 may one or more portions that slide or foldrelative to each other to extend length 204. In the foregoingconfigurations, base 196 and/or arm may have markings (e.g., ruler,protractor, or the like) to identify angle 208 or length 204.

Referring now to FIG. 6, an illustrative configuration of beacon 26 isdepicted. As shown, beacon 26 includes light source 54 disposed on a topsurface of the beacon, however, one or more light sources may bedisposed on any surface of the beacon. Light source 54 may be configuredto light in a continuous or pulsing manner to communicate differentinformation to personnel. For example, based on detection of a railvehicle 20 while switch rails 18 are in a correct position, beacon 26may blink yellow and not sound an alarm (e.g., prohibit activation ofthe alarm) since there is no harm to personnel or the railroad switch.However, components of system 10 (e.g., detector 22) determines switchrails 18 are in an incorrect position, beacon 26 may emit a red lightand activate an alarm to alert of the potential danger to the railroadswitch, the train, or to personnel.

As shown, beacon 26 may include one or more magnets 212, stickers 216,sensor 220, or combination thereof. Magnets 212 (e.g., electromagnets,permanent magnets, or the like) may be configured to attach beacon 26 toanother metal object such as a rail track 14. Beacon 26 may include asingle magnet (e.g., 212) or a plurality of magnets (e.g., between 2 and10 magnets). In some configurations, magnets 212 are configured tointeract with rail vehicle 20 so that it may detect the presence of therail vehicle. In some configurations, stickers 216 may include labels ofsuch shape and size that they are readily observable to personnel. Forexample, stickers may include reflective material and include any colorsuch as red, orange, yellow, green, blue, indigo, violet, andcombinations thereof. As shown, sticker 216 may include text to assistpersonnel in positioning beacon 26. To illustrate, a first sticker(e.g., 216) may indicate a direction that should point toward the trackand a second sticker (e.g., 216) may indicate a direction that shouldpoint toward detector 22 and/or rail switch 16. In some configurations,beacon 26 may include a sensor 220 configured to detect rail vehicle 20as it passes by the beacon and transmit information to other componentsof system 10 indicating the presence of the vehicle. In someconfigurations, sensor(s) 220 may include micro, radio, or infrared wavedetectors.

Some configurations of beacon 26 include a track select switch 224configured to instruct system 10 the path upon which the beacon ispositioned. To illustrate, switch 224 may be moveable between a firstposition which corresponds to the first path (e.g., main track) of railtracks 14 and a second position which corresponds to the second path(e.g., siding track) of the rail tracks. In such configurations,detector 22 may communicate with beacons and instruct the beacons toactivate light source 54 based on the path the beacon is associatedwith. In this way, beacons 26 may be easily replaceable and can used onany of a plurality of paths of rail track 14.

Referring now to FIGS. 7A-7B and 8A-8B, a method of operating an exampleof system 10 is described. Switch position detector 22 can be placedbetween rail tracks 14 at rail switch 16 (e.g., between first switchrail tip 66 and second switch rail tip 68). In some configurations,detector 22 is positioned such that first end 116 is facing beacons 26(e.g., normal orientation shown in FIGS. 7A-7B). In otherconfigurations, detector 22 is positioned such that second end 120 isfacing beacons 26 (e.g., reverse orientation shown in FIGS. 7C-7D). Oneor more beacons 26 may be positioned further along rail tracks 14. Asshown, a first beacon (e.g., 26) is positioned on the first path of railtracks 14 and a second beacon (e.g., 26) is positioned on the secondpath of rail tracks. First and second beacons 26 may be set based on theorientation of detector 22. To illustrate, while detector 22 is in thenormal orientation (FIGS. 7A-7B), track switches 224 of first and secondbeacons 26 are set to a left or right position as viewed from behind thedetector and facing towards the beacons. Alternatively, while detector22 is in the reverse orientation (FIGS. 8A-8B), track switches 224 offirst and second beacons 26 are set to a left or right position that isopposite of the position of the beacons as viewed from behind thedetector and facing towards the beacons.

In some other methods, switch position detector 22 may include a thirdand/or fourth sensor (e.g., 50) configured to have detection fieldsoriented at a location of rail tracks 14 beyond rail switch 16. Thirdand/or fourth sensor may transmit one or more signals to determine thelocation of detector 22 or any subsequent movement of the detector. Insome configurations, Third and/or fourth sensor (e.g., 50) may be usedin place of track switches 224 to determine the orientation of detector22 at start-up.

Some methods of operating system 10 include positioning sensors 50 todetect switch rails 18. In some configurations, positioning sensorsincludes removing lock screw 166, rotating sensor frame 150 to a desiredangular orientation, aligning one of bracket openings 160 with one offrame openings 162, inserting the lock screw, or combination thereof.Sensors 50 may be positioned such that first detection field 72intersects first switch rail tip 66 and second detection field 76intersects second switch rail tip 68.

Some methods include choosing a passable track for rail vehicle 20. Forexample, operation switch 124 may be set to a first position (shown inFIG. 7A) which corresponds to the first path as the passable track.Alternatively, operation switch 124 may be set to a second position(shown in FIG. 7B) which corresponds to the second path as the passabletrack. Upon setting the passable track, switch position detector 22 mayperform one or more functions described above to calibrate system 10.For example, detector 22 may calculate a distance between the detector(e.g., at sensor 50) and switch rails 18. In some methods, detector 22may store the calculated distances as a reference distances and/orilluminate one or more lights on the switch position detector toindicate system 10 is calibrated. In some configurations, detector 22may send one or more instructions to beacons 26, work block marker 30,PADs 34, and/or CAS 38. For example, detector 22 may transmitinstructions to beacons 26 to cause the first beacon to emit an amberlight indicating the first path is the passable track and/or cause thesecond beacon to emit a red light indicating the second path is anon-passable track.

Detector 22 may continuously or intermittently calculate the distancebetween the detector and switch rails 18. In some configurations, thecalculated distance is stored at a predetermined intervals (e.g., every1, 3, 5, 10, 15, or 30 seconds). In some methods, detector 22 comparesthe calculated distance with one or more of the stored distances. If thecalculated distance differs from the stored distance by a selectedtolerance (e.g., 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 3.5, 4.0, 4.5, or 5.0cm), detector 22 may transmit a signal to one or more other componentsof system 10 such as, for example, transmit a signal to beacons 26 tochange light color or pulsing of light (e.g., 54). In this way andothers, personnel may be notified of a change in position of rail switch16 while being out of visual range of switch rails 18. In some methods,auxiliary detector 84 may detect one of switch rails 18. In some suchmethods, based on a calculated distance differing from the storeddistance, switch position detector 22 may determine an input of theauxiliary detector. Such an input may be compared to a stored value todetermine if the stored value is the same as the input and aconfirmation or an error message may be transmitted.

In some configurations, system 10 may be removed after repair of railswitch 16. For example, some methods comprise removing switch positiondetector 22, removing auxiliary detectors 84, removing beacons 26,removing work block markers 30, or combination thereof.

The above specification and examples provide a complete description ofthe structure and use of illustrative configurations. Although certainconfigurations have been described above with a certain degree ofparticularity, or with reference to one or more individualconfigurations, those skilled in the art could make numerous alterationsto the disclosed configurations without departing from the scope of thisinvention. As such, the various illustrative configurations of themethods and systems are not intended to be limited to the particularforms disclosed. Rather, they include all modifications and alternativesfalling within the scope of the claims, and configurations other thanthe one shown may include some or all of the features of the depictedconfigurations. For example, elements may be omitted or combined as aunitary structure, connections may be substituted, or both. Further,where appropriate, aspects of any of the examples described above may becombined with aspects of any of the other examples described to formfurther examples having comparable or different properties and/orfunctions, and addressing the same or different problems. Similarly, itwill be understood that the benefits and advantages described above mayrelate to one configuration or may relate to several configurations.Accordingly, no single implementation described herein should beconstrued as limiting and implementations of the disclosure may besuitably combined without departing from the teachings of thedisclosure.

The previous description of the disclosed implementations is provided toenable a person skilled in the art to make or use the disclosedimplementations. Various modifications to these implementations will bereadily apparent to those skilled in the art, and the principles definedherein may be applied to other implementations without departing fromthe scope of the disclosure. Thus, the present disclosure is notintended to be limited to the implementations shown herein but is to beaccorded the widest scope possible consistent with the principles andnovel features as defined by the following claims. The claims are notintended to include, and should not be interpreted to include,means-plus- or step-plus-function limitations, unless such a limitationis explicitly recited in a given claim using the phrase(s) “means for”or “step for,” respectively.

1. A system for detecting a position of a railroad switch, the systemcomprising: a switch position detector configured to be disposed betweenswitch rails of a rail track, the switch position detector including asensor configured to detect a position of the switch rails; one or moreswitch position beacons in communication with the switch positiondetector, each switch position beacon comprising a light sourceconfigured to emit visible light; a controller coupled to the switchposition detector and configured to: determine the position of theswitch rails between a first position and a second position; and basedon the position of the switch rails, transmit a first signal to the oneor more switch position beacons.
 2. The system of claim 1, wherein theposition of the switch rails is moveable between a first position and asecond position; and the controller is further configured to: detect achange of the position of the switch rails between the first positionand the second position; and based on the change of the position of theswitch rails, transmit a second signal to the one or more switchposition beacons.
 3. The system of claim 2, wherein in response toreceiving the second signal, the one or more switch position beacons areconfigured to change a frequency of visible light emitted by the lightsource.
 4. The system of claim 2, wherein: the switch position detectorcomprises a first sensor configured to detect a first switch rail tip ofthe switch rails; a second sensor configured to detect a second switchrail tip of the switch rails; and the controller is configured to:calculate a first distance between the first sensor and the first switchrail tip; and calculate a second distance between the second sensor andthe second switch rail tip; and based on the first distance or thesecond distance increasing or decreasing by a predetermined amount,transmit the second signal to the one or more switch position beacons.5. The system of claim 1, wherein: the one or more switch positionbeacons comprises a first beacon removably coupled to a first line ofthe rail track and a second beacon removably coupled to a second line ofthe rail track; and the first beacon and the second beacon arepositioned at least 25 meters from the switch position detector.
 6. Thesystem of claim 5, wherein: the switch position detector is coupled to arail tie of the rail track and configured to: select the first line as apassable track; transmit a passable signal to the first beacon; andtransmit a non-passable signal to the second beacon; and based onreceiving the passable signal, the first beacon is configured to emitlight at a first frequency; and based on receiving the non-passablesignal, the second beacon is configured to emit light at a secondfrequency.
 7. The system of claim 6, wherein: the second beacon isconfigured to detect a rail vehicle travelling along the second line;and based on receiving the non-passable signal and detecting the railvehicle by the second beacon, the controller is configured to transmit awarning signal to the rail vehicle.
 8. The system of claim 1, furthercomprising: a personal alert device (“PAD”) in communication with theswitch position detector, the PAD including an alarm and configured tobe carried by a rail worker; and a collision avoidance system (“CAS”)coupled to a rail vehicle and in communication with the switch positiondetector; and wherein: based on the PAD being within a firstpredetermined distance of the switch position detector, the controlleris configured to transmit the first signal to the PAD; and based on theCAS being within a second predetermined distance of the switch positiondetector, the controller is configured to transmit the first signal tothe CAS.
 9. A portable railroad switch position detector comprising: afirst detector configured to be positioned between switch rails of arail track, the first detector including: a body having a first end anda second end; a first sensor coupled to the first end of the body andconfigured to detect a first switch rail tip of the switch rails; and acontroller configured to: calculate a first distance between the firstsensor and the first switch rail tip; and based on the first distance,determine a position of the switch rails between a first position and asecond position; and based on the position of the switch rails, transmita first signal to one or more beacons positioned on the rail track;wherein a height of the first detector is less than or equal to 10centimeters.
 10. The detector of claim 9, wherein the controller isconfigured to: detect a change of the position of the switch railsbetween the first position and the second position; and based on thechange of the position of the switch rails, transmit a second signal tothe one or more beacons.
 11. The detector of claim 10, wherein: thefirst detector comprises a second sensor configured to detect a secondswitch rail tip of the switch rails; and the controller is configuredto: calculate a second distance between the second sensor and the secondswitch rail tip; and based on the first distance or the second distanceincreasing or decreasing by a predetermined amount, transmit the secondsignal to the one or more beacons.
 12. The detector of claim 9, wherein:the first detector comprises a sensor housing coupled to the first end,the sensor housing including: a bracket defining a plurality ofopenings; and a sensor frame coupled to the bracket and defining a firstopening; and the first sensor is coupled to the sensor frame.
 13. Thedetector of claim 12, the sensor frame is rotatable relative to thebracket such that: a detection field of the first sensor rotates withthe sensor frame; and the first opening of the sensor frame isconfigured to align with at least three openings of the plurality ofopenings of the bracket.
 14. The detector of claim 9, furthercomprising: a second detector coupled to an inner surface of a firstrail of the rail track; wherein: the second detector is configured toemit a second detection field that is angularly disposed to the innersurface of the first rail by a first angle; and the controller isconfigured to: based on the first switch rail tip being within thesecond detection field, transmit a third signal to the first detector;and based on the first switch rail tip being outside of the seconddetection field, transmit a third signal to the first detector.
 15. Thedetector of claim 14, wherein the second detector is spaced from an endof the first switch rail tip by at least five centimeters.
 16. Thedetector of claim 9, wherein: the first detector comprises an operationswitch configured to be toggled between a first position and a secondposition; and the controller is configured to: based on the operationswitch being in the first position set a first line as a passable track;and based on the operation switch being in the second position, set asecond line as the passable track.
 17. A method of operating a railroadsafety system, the method comprising: detecting, via a detectorpositioned between a rail track, a position of switch rails;transmitting a first signal to a first beacon positioned on a first lineof the rail track; transmitting a second signal to a second beaconpositioned on a second line of the rail track; detecting, via thedetector, a change in the position of the switch rails; and transmittinga switch signal to the first and second beacons.
 18. The method of claim17, further comprising: setting a track set switch of the first beaconto a first position; setting a track set switch of the second beacon toa second position; and setting the first line or the second line as apassable track for a rail vehicle.
 19. The method of claim 17, furthercomprising: coupling the detector to a rail tie disposed between theswitch rails; positioning a first sensor of the detector to detect afirst switch rail tip of the switch rails; and positioning a secondsensor of the detector to detect a second switch rail tip of the switchrails.
 20. The method of claim 19, further comprising removing thedetector, the first beacon, and the second beacon from the rail track.